Permissive automatic train-stop.



A. H. `rox a A.' w. LENpERoTH. PERMISSIVE AUTOMA'T'IC'TRMN STOP. APPucArlon mio Amin. 191s.

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WZL MM A. H. FOX 6I A.W. LENDEROTH. PERMISSIVE AUTOMATIC lTRAIN STOP. APPLICATION FILED APIIJI. 191'3.

Patented Apr. 24, 1917.

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AUSTEN H.

FOX, OF NEW YORK, ANI) ARNOLD W. LENDEROTH,

Y YORK.

0F STAPLETON, NEW

PERMISSIVE AUTOMATIC TRAN-STOP.

T0 all whom 'it may concern:

Be it known that we, AUs'rnN H. Fox and ARNOLD lV. LnNDEno'rri, citizens of the United States, residing at New York city, in the county and State of New York, and at Stapleton, in the county of Richmond and State of New York, respectively, have invented certain new and useful lmprovements in Permissive Automatic Train-Stops, of which the following is aspecitication.

This invention relates to apparatus for automatically controlling railway trains, and its principal object is to provide means for rendering such a system permissive under certain conditions. While it `has long been recognized as desirable to automatic; lly stop a train, in case the engineer should not do so at a signal set against the train, there are also occasions when it is consistent with the .requirements of safety to allow the train to pass a signal so set. Thus, the signal may be out of order and give a false indication of danger7 in which case the train should be allowed to proceed into and'throughthe danger block, 'but should be slowed down and brought under control as a precautionary measure.l It also considered safe to approach closely to a stalled orl slow-moving trainahead, provided the following train is moving so slowly that it can be very quickly stopped if necessary.

An automatic stop which shall meet these conditions of railway operation must be permissive below a certain speed, and we have devised our present invention with the object of allowing the engineer on reaching a signal set at danger, to pass that signal at a predetermined slow spee l`say ten miles an hour-and thereafter proceed through the block so long as he keeps below that speed. The system may be so arranged that the engineer must bring the train to` rest (on penalty of being automatically stopped if he fails to do so) before entering the 'danger block, and it may be so devised as to require the cooperation of another person, such as the conductor, to place it in the permissive rcondition so that the train may proceed'.

()ur invention preferably includes proviv sion for automatically removing the speedlimit on passing out of the block if the signal at the head of the next blockis, set at clear.

lli e prefer to employ our invention in con- Speeication of Letters Patent.

713,965, ined August s, 191e,

Patented Apr. 2li, 1917.

' Application filed April 21, 1913. Serial No. 762,462.

nection with an electromagnetic detector apparatus for establishing communication between the, movingunit and roadway, such for example as shown in the patent to A. H. Fox, No. 1,088,814., dated March 3, 191-l,\and in our co-pending application Serial No. l but it will be understood that the invention also applies to systems wherein the communication between vehicle and roadway is established mechant cally or otherwise.

Of the accompanying drawings,

Figure 1 represents an end elevation, partly in section, showing speed-responsive devices constructed according to our invention.

Fig. 2 represents a top plan view thereof, partly in section.

Fig. 3 represents a diagrammatic view showing the electrical connections.

Fig. si is an elevation showing the position of the conductors switch on the locomotive.

ln the drawings, 10 represents the axle of the vehicle7 on which is clamped a split drum or hub 11. 12 is a tripper-arm pivoted at 13 on said hub and having a laterally-acting cam 1-l and a spring 15 which normally retracts said arm, the tension of the spring be ing such that when-a predetermined speed (such as ten miles an hour for example) .is attained'by the vehicle, centrifugal force will act to throw the cam out into operative position.

Adjacent to the hub 11 there is mounted onV a fixed bracket 1G an electromagnet in the form of a hollow coil 1T through which passes a soft-iron rock-shaft 1S having at its ends two softiron pole pieces 19 which cooperate with the ends of an armature 20 attached to said fixed bracket. Also fixed to the shaft 1S are suitable switch members to be hereinafter described. and a pair of arms 21 carrying` a square guide-rod 22. A spring Z3 tends to rock the shaft 1S so as to draw the polepieces 1S) away from the armature 20. The rocking parts are'preferably balanced so that the axis of shaft 18 passes through their center of gravity.

On the guide-rod 22 is fixed an insulating block 24C carrying two pairs of switchpoints or electrodes 25, 26, which cooperate with a conical block 27 slidably'mounted on the guide-rod 212. yLhe small end of this block is provided with a'metallic bridging contact 28, and the large adjacent portion is made of insulating material. The angle of block 27 is such-that the spring of the electrodes 25, 26 normally forces said block to the right as viewed in Fig. 3 and causes the electrodes to rest on the bridging contact `28 and thus close the switch. The electrodes E25 and 26 we prefer to provide in duplicate on opposite sides of the bridging contact 2.8, so as to insure that any shocks shall not separate both `electrodes of a pairV at thc same time. The hub of the block 27 isfproyided with an arm 29 carrying a rollcri() which is adapted to coperate with the centrifugally-actuated tripper cam 14 when the speed exceeds the predetermined limit and the magnet coil 17 has been energized to bring said roller into the path ot the cam.

At opposite ends ot the rock-shaft 18 are two switches 3l, operated by the movement ot' said rock-shaft when the magnet is energized, the purpose ot' switch 3l being to maintain the closure of the magnet circuit, and the object of the switch 32 being to close a shunt circuit around the detector switches hereinafter described, which latter would ordinarily cause the automatic stopping of the train at a danger signal regardless of the speed ot the train. Switch 3l includes a xed insulating block 33 carrying two pairs ot' switch-points or electrodes 34, 35, a cylindrical insulating block 86 mounted on the rock-shat`t 18, a metal ring 37 against which the electrodes 34 bear, and a pair of contact. plates Si ,f only one of which is shown) branching trom the ring 37 and located in the path ot the electrodes 35.

Switch 32 includes a fixed insulating block 29 carrying a pair ot switch-points or electrodes 40, a cylindrical insulating block t1 on the rock-shaft 1S, and a pair ot bridging contacts h2 located on said block in the path otv the electrodes 40 and electrically connected to cach other as indicated in Fig. l.

The electrodes of these switches also are preferably duplicated on opposite sides of the rotary members to avoid the effect ot shocks.

Referring now to Fig. 2%, we have represented diagrammatieally a track apparatus and an electromagnetic detector similar to that shown in our application Serial No. 713,963 aforesaid. 43 represents one of the running rails provided at a control point with a non-magnetic section 44 (preferably manganese steel), a pair of fixed magnetic bars 45, 46 overlapping the joints, and a movable magnetic bar or by-passing member 47 adapted when in itsI operative. position to counteract the etl'ect ot the non-magnetic rail section 44, and when in its inoperative position adapted normally to produce the stopping eftect on the train through the action of the detector apparatus. As here shown this bypassing bar 47 is adapted to be raised and lowered by rock-arms 48 which may be connected with the signal apparatus.

'49 is a detector magnet carried by the vehicle and comprising a coil throu h which passes a hollow magnetic rock-sha 50 having on its ends two pole-pieces 51, and a second magnetic shaft 52 passing through the shaft 50 and having on its ends two polepieces 53.' WVhen the coil of magnet 49 is energized, these pole-pieces tend to be drawn angularly in opposite directions toward the magnetic parts of the running rail 43 and the track apparatus, and when a magnetic gap is reached, the respective pole-pieces at each end, being of like polarity, tend to repel each other,.the oscillating parts being preferably mechanically balanced as represented in our aforesaid application Serial No. 713,965 (though notso shown here). The pole-pieces 53 coperate principally with the inner half of the running rail, and the polepieces 51 with the outer half and with the bars 45, 46, 47.

The pole-pieces of magnet 49 control three detector switches, shown diagrammatically, these switches being closed when the polepieces are attracted. The switches 54, 55 at one end of the detector are in parallel with each other and in series with an electromagnet 56, hereinafter described, for holding closed a valve in the train pipe of the airbrake system. The switch 57 at the opposite end of the detector is for the purpose of clearing thc apparatus by removing the speed limitation when the train entersthe next block, it' that, block is clear.

58 is a telltale switch adapted to be opened by a spring 59 and closed by an armature 60 which responds to a magnetic condition of the detector magnet 49, the function of this switch being to open the circuit of the train-pipe magnet 56 and allow the brakes to be set if the energizing circuitof magnet 49 (which is kept constantly closed) should be broken.

61 is a portion of the train ipe having an outlet valve 62 attached to tlie armature 63 of the magnet 56 and held closed by the attraction of the latter. lVe prefer to providel switch-points 64 in series with this magnet and bridged by a contact on the armature 63, so that when said armature drops and opens the valve 62 (due ordinai-ily to a merely momentary break when thc detector, which is self-restoring, passes a magnetic gap in the roadway), the valve shall remain open until restored by a suitable agency, for example the manual raising of armature 63.

65 is a suitable source of electrical energy such as a battery, 66 is a switch which we term for convenience a conductors switch, and 66 is a switch which lnay be termed the engineer-s switch. The purpose of switch 66 is to place the apparatus in n permissive condition before the train enters a danger block,

vand if it` is planned that the train must be brought to a stop in order to accomplish A this, we prefer to so locate said switch that it can be operatedonly by a person (such as y the conductor) standing `on the roadway,

Who has a key to unlock the switch. Thus we may. place the switch 66 in a box 84 whose door has a key-operated lock 85, the said boX being so located on the locomotive 86, as indicated Vin Fig. 4,. that it may -be reached by larperson standing alongside. The pur- ,pose of switch 66 is to retain the apparatus ,ln- ,its permissive condition when the vde- Vteetor is passing overA a non-magnetic ra1lvsectionest` whose by-passing rail 47 'is de- We .will first trace the circuits whereby the detector normally operates to stop the fthe train-pipe magnet 56,

train I.when :rdanger signal is passed. Coil 4:9 -is connected in circuit with the battery .Speed-controlled switch. (The electrical connection to only one of the opposite duplicate electrodes of this switch and the switches controlled by coil 17 is shown in each case.)` If this switch is closed, the current passes across the bridge contact 28 to the electrodes. 26, and from thence by 76 and 68 back to the other side of the battery. This circuit being complete `when thedetcctor is over a magnetic part of 'the ruiming rail or is passing a control point i where the track apparatus is set atfclear,

themagnet 56 will remain energized and the train plpe closed, but if both of the detector 'switches 54, 55 should be open as represented in Fig. 3, theA train would then, if

, no other agency intel-venes, be automatically .taining switch'. 31,' across the plate y y vsaid switch 1s closed), to ring 37, and thence out through electrodes 34- and stopped.

We will now trace the circuits for .the Self-retaining and by-pass switches, andthe energizing circuit, of magnet 17. Current is led from the wire 67 through a wire 77 containing the conductor-s switch 66, and thence through the winding of the magnet 17 and by way ot' wires 78, 76 and 68 to the opposite side of the battery. A parallel circuit is taken from the wire 67 by the wire 79 to the clearing` switch 57, and thence by wire 80 to the electrodes of the `self-rea wire 81 to the wire 77 and on to the magnet 17 as described. Hence Whenthe conductors switch 66 is closed to energize magnet 17 and bring the' roller into the path of the'centrifugal electrodes of the trip-cam 14, a parallel circuit will thereby (if the detector pole-pieces 53 are attracted so as to close the switch 57) be closed through the self-retaining switch 31, and the magnet will vremain energized when the conductor releases switch 66. .To provide for keeping it energized at will when the detector is passing a magnetic gap in the running rail, the engineer-s switch 6614 (located :in` an accessible position in the cab) is provided in a shunt 87 around 'the'clearing switch 57.

If this shunt and engineers switch were omitted., the switch 66 could be located in the cab (preferably without any box or key) and used as an engineers switch, in which case the danger block could be entered at any speed below ten miles an hour by keeping switch 66 closed while passing the danger-set track apparatus.

The shunt circuit for by-passing the detector switches is carried from wire 70 by way of wire 82 to and through the byspass switch 32 if the latter be closed, and from thence by way otwires 83, 74 to the speedcontrolled switch 25, 26, 28; thence through said switchif the latter be closed, and by' way of wires 75, 76 and 68 to the battery, it being observed that this path forms a direct circuit through the train-pipe magnet 56 around all the detector switches, and that Athe speed controlled switch 25, 26, 28 isv in the return wire 74, 75, 76 from both the shunt 82, 83 and the detector switches 5-'l,

The operation of our inventimi is as ich lows: lVhenfthe detector magnet if) is over a magnetic part of the running rail, both sets of pole-pieces 51, 53 will be attracted, and the switches 54, 55, held closed. This energizes the air-brake magnet 56 and keeps the valve 62 closed, the circuit of said magnet heilig complete through the telltale switch 58 (which stays closed by magnetic attraction as long as the circuit ofthe detector magnet 49 remains intact), and the normally-closed speed-controlled switch 25, 26, 28. Switch 57 in the circuit of magnetcoil 17 being also held closed by the attraction of the running rail, this circuit is in condition to be completed through its' branch 80, 81 by the self-retaining switch 31, or the circuit of coil 17 may be closed by Way of the engineers switch 66Ll and switch 31 regardless of 57, after said coil has been energized by closing the conductors switch 66.

lhenever the detector magnet passes over a non-magnetic rail-section 44, the switch 57 will be opened, and the switch 54 will also be opened, by the magnetic repulsion of the pole-pieces 51 exerted on the pole-pieces 53,

`but nevertheless if the magnetic filler 47 is raised into place (indicating a cleargblock), the pole-pieces 5 1 will remain attracted and their switch 55 closerh'and therefore the airbrake Valve 62 Willremain closed.A If, how- 13'0 position as represented in Fig. 3, which indicates a danger condition in the block at the entrance to which this track apparatus is located. both sets ot' pole-pieces 51, 53 will be released and repellcd, and both switches 54, opened. Thereby the circuit ot the magnet 5G will be broken .nd the valve (32 will be opened to release air from the trainlpipe and cause. the brakes to be set. provided the apparatus has not previously been placed in a permissive condition.'and the train run into the block at a speed below the permitted maximum.

The permissive condition may be established byclosure of the ;conductors switch (3G. ln order to operate this switch the train must have been brought substantiall)r to a sto i so that the conductor may go forward and unlock and open box Si from the outside in order to reach said switch. This is done just before entering the danger block `and vhile the detector is over a magnetic rail' section, so that the circuit through magnet 17. being closed at the switch 5T, will remain closed through the self -retaining switch Sl when the conductor releases the switch (Sti. rl`he engineer may now bring his train slowly into the danger block by keeping switch GG closed while the detector passes the magnetic gap. so as to avoid the Aei'ect of the momentary opening ot switch 57 caused by the non-magnetic rail-section 4l. He is enabled to enter. because theenergizing ot' magnet 17 has closed the by-passing switch 32. whose members l() and l2 are located in a shunt around the detector` Vtastcr than the permitted speed on entering or passing through the block, or in tact at any time after the permissive condition has been established as above described. and while it remains in torce, the train will be automatically stopped. for the reason `4that cam lll, being projected by centrifugal force into the. path ot' roller 30, will open the switch 26. 28, and thereby break the cir cuit ot the air-brake magnet 5G. Roller 30. after once' being brought under command of the centrifugally-actuated cam H, as above described, is thereafterrestored only by a non-magnetic rail section Hv acting to open the clearing switch 57.

It' thesignal and track apparatus at the entrance to the next block should also indicate a danger condition, but the condition of the track in sight should war'ant continuing to proceed under control. the train need not be broughtp rest again, but must remain below the permitted maximum speed. and the block may then he entered as before it' the engineer closes his switch 66 while passing the magnetically-open track apparatus. Should Ithis signal and track apparatus however be set at clear, with bar 4T raised into operative position, the engineer`sl switch should not be operated. (ln entering the block, the non-magnetic rail-section H opens they clearing switch 5T and breaks the circuit of magnet 1T. and the-train may then proceed through the block at an) speed.

A railway company using this system may consider it. necessary only to have the train brought under control before entering a danger block, and not actually stopped; and in that case. as above mentioned, switch 66 may be located in the cab and used'as the engineer`s switch in place of switch ln our Patent No. 1,007,192 is described a detector apparatus included in, or operating in conjunction with speed-controlled devices; and there, las in the present case. the etl'ect of the detector is counteracted below a certain speed-or in other words. the s vstem is permissive in' its operation. In that )atent we illustrated means in the roadway or selecting or determining the permitted speed. so that certain speeds must not be exceeded at certain points such as curves. bridges, ete., and the permitted maximum might be ditferent at ditferenet control points. without however any provision of means to prevent the engineer from speeding up after passing the control point. In our present invention it will be noted that provision has been made for allowing a person or persons to place or maintain the apparatus in its per missive condition (or suffer the penalty of being stopped for failure to do this on entering a danger block), and for causing that condition to persist until a further event happens, such as the train passibg out of the danger block into a clear block.

Obviously, by describing a mngneticdetector and electrical circuits, a roadway control apparatus in and adjacent to the track rather than somewhere else on or about the roadway. and certain arrangements of circuits and circuit. devices as the preferred embodiment of our invention. it is not to be understood that we are wholly confined to expedicnts of this particular nature. or class, or to the employment of the entire invention in one system. Furthermore, it is well known that any automatic train-control device o'f this general class may give merely a cab-signal instead of actually stopping or slowing the train by means of the airbrakes or other agency. and we comprehend these various` possibltv functions of our deand also controlled` by tector under the general expression giving an indication on'the vehicle.

We claim: I l. rlCrain-control apparatus 'cdmprising a vehicle having a detector responsive to the condition of the roadway, a stopping device controlled by said detector, a speed-responsive member, means controllable by person and also controlled by said *member 'for avoiding the normal effect of the detector on said stopping device below a predetermined speed at control points in the roadway, and a device actuated concurrently with the last-said means, on assuming its operative condition for retaining it in that condition. v

:ZQTrain-control apparatus comprising a vehicle having a detector responsive to the condition otthe roadway, a stopping device controlled by said detector, a speed-responsive member, means controllable by a person said member for i avoiding the normal effect of the detector said shunt.

on said stopping device below a predetermined speed at control points on the roadway, an automatic self-retainer for holding said means in its operative condition, and a device on the vehicle responsive 'to the condition of the roadway for restoring said means to inoperative condition.

3. Train-control apparatus comprising a vehicle having a detector responsive to the condition of the roadway, a stopping magnct having a detector-controlled switch in its circuit, a speed-controlled switch in series with said magnet and detector switch, and a shunt circuit and means Jfor closing the sa me around said detector switch,

4. Train-control apparatus comprising a vehicle having a detector responsive to the condition of the roadway, a stopping magnet having a detector-controlled switch in its circuit, a shunt circuit adapted to be closed around said detector switch, a magnet controlling the closure of said shunt circuit, and a speed-controlled switch located in th'e return from said detector switch and 5. Train-control apparatus comprising -a vehicle having a detector responsive to the condition of the roadway, aI stopping device controlled by said detector, a speed-responsive member operative above' a predeterv mined maximum speed ofv the vehicle, meansl the normal stopping eileot of the detector, and mechanism conjointly operativewith said. means for subjecting the connection between said detector and stopping device to the action ot said speed-responsive member. 6. Train-control apparatus comprising a vehicle having a detector responsive to the condition of the roadway, stopping magnet and a` detector-controlled switch, a speed-responsive member operative for avoiding connection between a circuit having a above a predetermined maximum speed of the vehicle, a switch in a shunt around the detector switch, a speed-controlled switch in series with said magnet and detector switch,

vvehicle having a'detector responsive to the condition of the roadway, a stopping device controlled thereby, a speed-responsiif'e cam,

a switch having an actuator movable into and out of the path of saidy cam and controlling the stopping device, and means posi-k tionable conjointly with said actuator for avoiding the normal stopping effect of the detector at speedsbelow the tripping speed y ot the cam. p

8.'Traincontrol apparatus comprising a vehicle having a detector responsive to the condition of the roadway, a stoppingdevice controlled thereby,

means subject to the speed of the vehicle for avoiding the normal stopping eil'ect, mechanism for rendering said means operative at will, `and a detector-.f

controlled device for restoring said means to 'M inoperative condition.

9. Train-control apparatus comprising a vehicle having a detector-responsive to the condition of the roadway, a stopping device controlled thereby, -means including a magnet whose circuit is controllable at will for avoiding the normal stopping etfect at speeds below a predetermined maximum, a speed-responsive member operative at speeds above said maximum for controlling the the detector and the stopping device, a self-retaining switch operated by said magnet, and a detector-con trolled clearing switch controlling the circuit ot' said magnet.

10. Railway apparatus comprising a vehi-v responsive to the condition of the roadway, an indicating device on the vehicle controlled by said detector, means responsive to the speed ofthe vehicle Jfor avoiding the indicating eiiect of said detector at speeds below a predetermined maximum, and means on the vehicle within reach of a person standing on dering the speed-controlled means operative.

1l. Railway train-control apparatus comprising a vehicle having a detector responsive to the condition of the roadway, a

cle having a detector stopping device controlled'` thereby, means controlled by the speed of the vehicle for avoiding the stopping effect at speeds below a certain maximum, a magnet for placing said means in an operative condition, and a switch located on the vehicle in position to be operatedL by a person standing on the ground, for controlling the circuit of said magnet.

12. Railway train-control apparatus comiisl the ground for renprsing a vehicle having an electro-magnetic detector responsive to the magnetic condition of the roadway, track apparatus controlling the same and having danger and clear conditions, a 'stopping device controlled by said detector, means controlled by the speed of the vehicle for avoiding the normal stopping etleet at speeds below a predetermined maximum, said means having an 0perating magnet, a retaining switch operated by the latter and a detector controlled switch, both in circuit .with said magnet, a couductors switch accessible to a person standing on the ground for energizing said magnet and thus closing the retaining switch, and an enginecrs switch for maintaining the magnet-circuit closed when the detector-controlled switch opens in passing a tracli-apparatus set in the danger condition.

13. Railway train-control apparatus comprising a vehicle having a detector responsive to the condition ol` the track, a track having detector-controlling means at the ends of signal blocks, a circuit on the vehicle having a stopping magnet and a detector-controlled switch, a lspeed-responsivel lam, a second magnet;` a by-passing switch in a shunt around said detector switch und a retaining switch both controlled by said second magnet, a specdcontrolled switch in the return from said detector switch and shunt, having an actuator adapted to be positioned by the second magnet in the path of said cam when the by-passing and retaining switches are closed, and a clearing switch operated by the detector for opening the circuit o'lE the second magnet as the vehicle passes from a danger block into a clear block.

In testimony whereof we'have hereunto set our hands in the, presence of two subscribing witnesses, the 19th (lay of April 

